Carburetor



May 6, 1930. H. w. HAEGLER CARBURETOR Filed June-5, 1924 2 Sheets-Sheet 1 May 6, 1930.

H. W. HAEGLER CARBURETOR Filed June 5, 1924 2 Sheets-Sheet 2 Patented May 6, 1 930 HENRY WILLIAM HAEGLER, OF GENEVA, SWITZERLAND CABBURETOR Application filed June 5, 1924, Serial No. 717,998, and in France July 28, 1928.

The present invention relates broadly to the art of carburetion, and more particularly to this art as adapted for use with internal combustion engines.

It has heretofore been proposed to provide heating means on carburetors, operable simul= taneously with the operation of the choke for assisting in vaporizin the fuel during such periods as the engine ed by the carburetor is cold or is being started. It is also old to provide a fuel control and electrical heating means coupled with a supplemental air valve for varying the amount of heat automatically as the supplemental air varies, but without changing the ratio of carburant to air. Controls of this character are of decided advantage, whether operated manually or automattically, and it is one ofthe objects of the present invention to embody the. advantageous features thereof in a canburetor'having fixed fuel feed nozzles, and operable independently of the choke. In accordance with the present invention, therefore, I provide heating means and means for controlling the effective suction on the fuel nozzles operable simultaneously for giving at all times the desired proportion of carburant and air, the ra-.

tio of carburant to air, however, being progressively variable.

It is well recognized that if a carburetor is adjusted to give maximum power with a hot motor and normal consumption of carburant, its efficiency is but mediocre when the engine is cold. On the other hand, with a carburetor adjusted for a hot motor, difficulty' isfrequently experienced in starting, particularly during cold weather. 'It is one of the purposes of the present invention to provide means for maintaining not only high efficiency at all times during the operation of the engine, but to insure a carburetor by means of which starting, even in cold weather, and idling will be greatly expedited.

In the accompanying drawings there is shown more or less diagrammatically, for purposes of illustration only, one embodiment of the invention, it being understood that the drawings do not define the limits of my invention, as changes in the construction and operation'disclosed therein may obviously be made without departing from the spirit of the invention or scope of my broader claims.

In the drawin s:-

Figure 1 is a iagrammatic view illustrating av carburetor constructed in accordance with the present invention in vertical section, and in coo erative relation to the controlling means t erefor;

Figure 2 is a view similar to Figure 1, but illustrating the parts in a slightly different position;

Figure 3'is a similar view illustrating still another position of the parts, and

Figure 4 is a vertical sectional view through a portion of-a vehicle dash illustrating one form of controlling means.

In accordance with the present invention,

there is illustrated a carburetor comprising a mixing chamber 2 having the usual controlling throttle 3, and provided with an inner venturi 4 for supplying the carburant to the mixing chamber. This carburant may be partly fed, as well understood in the art, from a float chamber 5 leading by a suitable passage 6 to main nozzle 7, and also partly fed by means of an atmospheric well 8 connected by a channel 9 with the auxiliary nozzle 10.

Both of these nozzles communicate at their discharge ends with a conduit 11 leading to the inner venturi 4.

In addition to the nozzles just described which constitute the normal fuel feeding means during the operation of the carburetor, there may also be provided a supplemental fuel feeding passage 12 fed from the atmospheric well, and discharging into the mixing chamber2. "The flow of carburant throu h this supplemental fuel feeding means may partly controlled by a calibrated orifice or constriction 13 and partly by the amount of air permitted to pass thereto.

For the purpose of controlling the supply of air, I have illustrated a three-Way valve 14 having a diametrically extending passage 15 and a radially extending passage 16. When it is desired to start the engine, the three-way valve will be moved to the osition illustrated in Figure 1. In this posltion, the supply of air to the supplemental fuel feedin means and to the conduit 11 will be out o At this time, therefore, substantially pure carburant will be fed through the supplemental fuel feeding means 12. After the engine has been operated for a predetermmed period suflicient to materially change the temperature thereof, the three-way valve is moved into its normal position, as illustrated in Figure 2. In this position, the diametrically extending passage 15 has its ends in communication with the ports 17, whereby air is permitted to flow therethrough into the radially extending passage 16, and thence past a needle valve 18 into a passage 19 leading to the supplemental fuel feeding means. This will increase the ratio of air to carburant, thereby considerably leaning the mixture fed by the supplemental fuel feeding means. It will, however, have no effect upon the mixture delivered by the inner venturi 4.

After a continued operation of the carburetor with the parts in the position just described, the temperature of the engine may be raised suficiently high to permit the use of still a leaner mixture. In this event, the three-way valve will be operated'to bring it into the position indicated in Figure 3. At this time the diametrically extending port 15 will communicate at one end with conduit 11, and at its opposite end with the passage 19, while the radially extending port 16 will communicate with one of the ports 17. This will permit air to pass directly both to the supplemental fuel feeding means and to the main fuel feeding means, thereby decreasing the efiective suction on the nozzles 7 and 10 and still further decreasing the ratio of carburant to air. It will be apparent, therefore, that the three-way valve provides convenient means for changing the ratio of carburant to air as may be required for any operating con dition of the engine, without changing the effective nozzle outlets or the normal supply of air.

In extremely cold weather, however, I have found that even this controlling means may not be effective for obtaining the desired ease of starting. This objection may be largely overcome by providing heating means cooperating with the mixing chamber, or with some other portion of the carburetor,-whereby the temperature thereof may, independently of the temperature of the engine, be raised to such a point that vaporization of the carburant is made possible. In the drawings I have illustrated the mixing chamber as being jacketed by a water heater 20, but it will be apparent that after the engine has been standing for some time, such a heater has little, if any, effect. Even where such a heater is provided, its action is preferably supplemented by some other heating means capable of being controlled at will, independently of the temperature of the engine. For this purpose, I have illustrated an electric heating means, preferably providing separate coils 21 and 22. These coils are adapted to be respectively energized and deenergized in definite relation to the three-way valve 14:. For accomplishing this result, there may be provided a suitable controlling switch 23 comprising a movable contact arm 24 and a series of contact segments 25, 26 and 27, respectively. Connected with the segment 26 is one terminal 28 of a suitable source of electric current. The segment 27 is connected by a wire 29 to one side of the coil 21, while the segment 25 is connected by a wire 30 with one terminal of the coil 22. The opposite terminals of both of these coils may be connected by a wire 31 to the opposite side of the source of electric current. With this construction, and with the switch 24' in the position illustrated in Figure 1, current will flow from the source of current to the segment 26, and thence through the switch arm to both the segments 25 and 27. From these segments it will pass respectively through the wires 30 and 29 to the coils 22 and 21, and the circuit will be completed through the wire 31. With the parts in this position, therefore, both of the coils will be energized, thereby exerting the maximum heating influence on the carburetor. This action is desirable, as at this time it is necessary to exert every possible effort to obtain the greatest possible ratio of carburant to air.

When the three-way valve is moved into the position illustrated in Figure 2, the switch arm 24 is simultaneously moved to the position illustrated in this same figure. In this position the segment 25 is disengaged, whereby current flows only to the coil 21. This decreases the heating effect exerted by the heater substantially in proportion to the decrease in the ratio of the carburant to air efffcted by the movement of the three-way va ve.

During the final operation of the three-way valve into the position illustrated in Figure 3, the switch arm 24 disengages the segment 26. At this time, the circuit is broken, both to the coil 21 and to the coil 22, thereby entirely cutting the heater out of circuit. 1 By this time, however, the engine has reached an eificient running temperature, enabling a comparatively lean mixture to be successfully used.

In Figure 4 there is shown, by way of example only, one form of mechanism by means of which the simultaneous operation of the heating means and of the carburant controlling means may be obtained. In this figure the shaft 32 for the three-way valve '14 is shown connected in some suitable manner, as by universals with a shaft 34 leading through a dial on the dashboard ofthe vehicle and connected to an indicator finger 3G movable over the dial. This dial may ill) bear designations of's uitable character, such 7 as Start, Idle and Run?. Carried by the shaft 34 is the switch arm 24 which controls the operation of the heater. With this arrangement, by merely moving the indicator in the accustomed manner, there is obtained a simultaneous operation of a plurality of controlling means so coordinated that desirable results are obtained. This constitutes one advantage of the present invention.

It will be clearly understood that in certain cases it may be desirable to so interconnect the mixture control with the heating means as to have the maximum heating effect for the leaner mixtures. Ihis is particularly true in aviation work, where a leaner mixture is required for the higher altitudes where, as a rule, intense cold exists. In other cases it may be desirable to simultaneously lean the mixture and heat some portion of the carburetor to prevent the same from freezing.

It will be apparent that while I have illustrated electrical heating means by reason of the flexibility of operation and ease of control thereof, other heating means may advantageously be utilized. This heating means may be independent of, and supplemental to the normal heat developed by the engine.

Still further advantages of the present invention resides from the provision of a single controlling means suitably positioned and capable of being moved to extreme or intermediate positions to progressively cfi'ect a changing ratio of carburant to. air as necessary for a given engine operation.

I claim: 1

1t. In a plain tube carburetor, an air-vented nozzle delivering a mixture of fuel and air, means independent of the throttle for varying at will the suction effective on said nozzle.

for varying the ratio of carburant to air delivered by said nozzle during the operating range of the engine, and means simultaneously operable with said first mentioned means for varying the heat efi'ective to vaporize the resulting mixture.

2. In a carburetor, a venturi, a nozzle delivering a mixture of fuel and air to said venturi through a constant area outlet, air

bleeding means for varying the effective sucthe carburant from a source other than the combustion durin starting, idling and running periods of t e'engine, and means for simultaneously operating the last two means.

6. In a carburetor, a nozzle delivering a mixture of fuel and air, means for progressively varying the ratio of carburant to air delivered by said nozzle throughout the operating range of the carburetor, progressively variable means for heating the mixture, and means for simultaneously varying the ratio of carburant to air and for varying the efl'ectiveness of said heating means.

7. In a plain tube carburetor, a nozzle delivering a mixture of fuel and air, means independent of the throttle for varying the ratio of carburant to air delivered by said nozzle during starting, idlin and running periods of the engine supplied thereby, a throttle, heating means for the carburetor, and means for simultaneously controlling both of said means throughout the operating range of the engine.

8. In a-carburetor, a constant air inlet, a nozzle delivering a mixture of fuel and air, an air vent for said nozzle, a. progressively operable valve for progressively varying the ratio of carburant to air delivered by said nozzle durin starting, idling and running periods of t e engine supplled thereby, a throttle, heating means for the carburetor and means for simultaneously controlling both said valves and said means throughout the operating range of the engine.

9. In a plain carburetor, a throttle, a mixture delivering nozzle adjacent said throttle, means independent of the throttle for varying the ratio of carburant to air delivered by said nozzle during starting, idling and running periods of the engine supplied thereby, heating means for the carburetor, and means for simultaneously controlling both of said means throughout the operating range of the engine.

10. In a plain tube carburetor, multiple venturis in coaxial alignment, a mixture delivering. nozzle leading to the inner venturi, a plurality of fuel feeding means cooperating with said nozzle, means independent of the throttle for increasing the amount of air relatively to the amount'of carburant delivered by said nozzle throughout the operating range of the carburetor, and means for changing the temperature conditions in the carburetor at will.

11. In a carburetor, an air-vented jet delivering a mixture of fuel and air, means independent of the throttle and of the suction changes in the manifold for varying simultaneously the heating of the mixture and the ratio of carburant to air delivered by said jet throughout the operating range of the engine.

12. In a carburetor, a U-shaped mixing pipe having a mixture outlet projecting into the carburetor and a free end open to the air, a liquid fuel feed to said pipe, means independent of the throttle and of the suction changes in the engine manifold for simultaneously varying at will the ratio of carburant to air delivered by said mixture outlet throughout the operating range of the engine and the temperature conditions in the carburetor.

13. In a mixing chamber, a pipe having contact with said chamber for delivering a mixture of fuel and air, means independent of the throttle and of the suction changes in the manifold of the engine for simultaneous- 1y varying the ratio of carburant to air delivered by said pipe throughout the operating range of the engine supplied thereby and the heating of said mixing chamber, whereby said pipe is heated by conductivity.

In testimony whereof I have hereunto set my hand.

HENRY WILLIAM HAEGLER. 

